Internal combustion engine



193?. A. w. NELSON INTERNAL COMBUSTION ENGINE Filed Oct. 13, 1956 A tioi'neys Patented Dec. 28, 1937 umrso smrss PA E T OFFICE 2,103,595 r INTERNAL COMBUSTION ENGINE Alfred William Nelson, Camden, N. J. Application October 13, 1936, Serial No. 105,419

1 Claim.

This invention appertains to new and useful improvements in internal combustion engines, and more particularly to an engine wherein air is automatically compressed and admitted into the firing chamber to mix with the fuel.

The principal object of the present invention is to provide means in the form of a variable auxiliary compression chamber for the internal combustion engine which affords a liquid fuel injection engine the operating characteristics of an air injection engine.

Another important object of the present invention is to provide means wherein the mixture of fuel and air is not dependent for penetration on high injection fuel pressure, therefore permitting the injection pressure fuel to be substantially low.

These and various other important objects and advantages of the invention will become 2 apparent to the reader of the following specification.

In the drawing:

Figure 1 represents a vertical sectional view through one cylinder of the improved engine.

Figure 2 represents a cross-section on line 2-2 of Figure 1.

Referring to. the drawing, wherein like numerals designate like parts, it can be seen that numeral 5 represents the usual crank case from which rises the cylinder 6 in which the piston 1 is operative. Numeral 8 represents the firing chamber of the engine and from the head of the cylinder 6 rises the compression chamber 9 communicating with the firing chamber 8 by the passageway I 0 having the by-pass ducts I l.

Numeral 12 represents the usual fuel injection nozzle equipped with the check valve fitting l3 and the fuel line It connected thereto. The nozzle l2 projects into thepassageway Ill.

Numeral l5 represents the usual crank shaft with the connecting rod l6 disposed between the same and the piston l.

A plunger H is operative in the compression chamber 9 and located above the plungers H is the shaft 3' on which is located a cam i9 for each of the plungers H. The shaft I8 is equipped with the sprocket wheel 20 which has trained thereover the sprocket chain 2|, the latter also being trained over a sprocket wheel 22 on the crank shaft l5. It can now be seen that the piston I compresses the air through the passageway l0 into the variable compression chamber 9. As fuel is injected through the nozzle l2, the plunger ll operated by the cam lit and timed with the fuel injection, forces the compressed air through the passageway l0 and duct ll progressively with the injected fuel into the combustion chamber 1, changing the injected fuel into a fine mist.

As the piston l descends on its suction stroke, 5 taking in a charge of air, the piston I! is at its lowermost position closing the chamber 9. When the piston rises on its compression stroke, the piston I1 rises allowing the piston I to compress the charge of air from the chamber 8 into the 10 chamber 9. As the piston descends, the pressure in the chamber 8 will decrease rapidly due to the increased area in chamber 8, but at this time the piston l1 starts down on its stroke forcing the compressed air from the chamber 9 15 into the chamber 8, thus retaining the initial pressure in chamber 8 over a longer period of piston travel.

When the'piston is at the top of compression stroke and piston I1 is starting down on its discharging stroke, the fuel is injected into the passageway l0, igniting and expanding as it passes into the chamber 8, as fresh compressed air is being discharged from the chamber 9 in relation to the injection of fuel. As the burning fuel charge passes from the passageway NJ to the chamber 8, there is compressed air passing from the chamber 9 through the ducts H into the chamber 8, atomizing and creating a greater turbulence of burning fuel. 30

Due to the action of the piston 7 forcing the compressed air charge from the chamber 9 into the chamber 8 less fuel injection is required to form the working pressure on the power stroke of the piston 1.

The timing operation of the piston will range from 15 degrees before top center of piston I to 40 degrees after top center of piston 1 and the period of injection of fuel will range from 7 degrees before top center of piston l to 35 40 degrees after top center of the piston I. The, piston I I will be at the bottom of its stroke closing chamber 9 during the intake and scavenging cycles.

It can readily be seen that the pressure drop in chamber 8 will be greater than in chamber 9 as the piston l recedes, therefore, the velocity of the air contained in the chamber 9 passing through the smallducts II will be great enough to atomize the fuel charge and create a greater turbulence in chamber 8. The sizes of the passageway II] and ducts It will vary according to the stroke of the engine, but the passageway II] will be approximately of an inch in diameter 55 and the ducts H only about of an inch in diameter.

While the foregoing specification sets forth the invention in specific terms, it is to be understood that numerous changes in the shape, size, and materials may be resorted to without departing from the spirit and scope of the invention as claimed hereinafter.

Having described the invention, what is claimed as new is:

In combination, an engine consisting of a plurality of cylinders, each of these said cylinders being provided with a piston therein, a crank shaft, a pitman connection between each of the said pistons and the crank shaft, each of the said cylinders being provided with an air compression chamber, a plunger operative in the compression chamber, a cam for operating each of the said plungers, timing means between the cams and the crank shaft, 2. constricted passageway between the compression chamber and the cylinder, and a fuel injection nozzle projecting into the said constricted passageway, said passageway defining an annular shoulder between the cylinder and the compression chamber, said shoulder having by-pass ducts therethrough communicating the cylinder with the compression chamber, said by-pass ducts being each substantially less in diameter than the said passageway.

ALFRED WILLIAM NELSON. 

